r™ 

3323 

/1/3 


IRLF 


SB    315    375 


LIBRARY 

OF  THE 

UNIVERSITY  OF  CALIFORNIA. 

GIFT    OF 

a 


d 

Class 


FIRE  ENGINE  TESTS 


AND 


FIRE  STREAM  TABLES 


«          *      *          J     eo 


NATIONAL  BOARD  OF  FIRE  UNDERWRITERS 
New  York 


Copyright,  1910,  by 
THE  NATIONAL  BOARD  OF  FIRE  UNDERWRITERS 


THE  EVENING  POST 
JOB  PRINTING  OFFICE 
136  FULTON  ST..  N.  Y. 


PREFACE. 

This  pamphlet  has  been  prepared  for  the  purpose  of  assisting 
fire  department  officials  and  others  who  may  wish  to  determine 
the  condition  of  fire  engines.  It  may  also  be  of  service  in 
testing  the  capacity  of  new  engines  with  a  view  to  their  accept- 
ance by  a  city. 

Tests  similar  to  those  outlined  herein  have  been  adopted  by 
several  fire  departments  and  are  being  made  by  our  engineers 
in  their  investigation  of  cities  throughout  the  country,  so  that 
by  corresponding  with  this  Board,  the  location  of  the  nearest 
field  party  may  be  ascertained  and  if  desired,  an  opportunity 
afforded  to  observe  such  tests. 

The  appended  fire  stream  tables,  on  pages  26  to  47,  are  based 
on  tests  of  rubber-lined  fire  hose  made  in  October,  1909,  by 
our  engineers,  with  the  assistance  of  the  New  York  Fire 
Department  and  the  co-operation  of  the  Department  of  Water 
Supply  of  New  York  City.  These  tables  may  also  be  used  to 
find  the  approximate  amount  of  water  used  at  a  fire,  if  engineers 
will  observe  from  time  to  time  the  water  pressure  carried  and 
the  length  of  time  at  work.  With  an  approximate  average 
of  the  water  pressure  at  each  engine,  the  amount  of  water 
delivered  per  minute  can  be  found  for  each  line  if  the  size 
of  nozzle  and  length  of  hose  is  also  known.  Copies  of  this 
pamphlet  will  be  sent  to  such  captains  of  companies  and  en- 
gineers of  steamers  as  would  use  them  in  keeping  accurate 
records  of  the  performance  of  their  engine  at  fires. 

NATIONAL  BOARD  OF  FIRE  UNDERWRITERS 
COMMITTEE  ON  FIRE  PREVENTION, 

135  William   Street, 

New  York. 
March,   1910.  237481 


PRACTICAL  TESTS  FOR  FIRE  ENGINES. 

It  is  the  purpose  of  this  manual  to  set  forth  convenient 
and  practical  methods  of  making  fire  engine  tests  which  will 
show  the  physical  condition  of  engines,  their  capacity  for 
delivering  water  at  a  reasonable  pressure  and  the  ability  of 
the  operating  crews.  The  method  described  has  been  in  use 
for  a  number  of  years  and  has  been  found  practical,  exact  and 
of  great  value.  Although  methods  similar  to  that  described  below 
are  in  use  in  some  departments,  the  character  of  tests  made  in 
many  cities,  and  especially  those  for  acceptance,  are  usually 
more  spectacular  than  exact.  The  throwing  of  a  stream  over 
a  church  spire,  city  hall  or  court  house  does  not  necessarily 
show  that  the  engine  is  capable  of  delivering  its  full  rated 
capacity  at  a  proper  working  pressure. 

Investigation  has  shown  that  where  regular  and  systematic 
tests  of  engines  are  not  made,  even  in  well  managed  fire 
departments,  defects  often  exist  which  may  continue  unsuspected 
for  considerable  periods  and  become  manifest  under  the 
stress  of  a  large  fire,  where  the  engine  is  called  upon  to 
deliver  its  full  capacity  under  suitable  working  pressures. 
Such  tests  will  bring  to  light  numerous  defects,  as,  for  ex- 
ample, improper  setting  of  steam  valves,  broken  or  worn  pump 
valves,  broken,  weak  or  displaced  valve  springs,  loose  or 
tight  bearings,  worn  or  broken  pump  plungers,  poor  or 
defective  condition  of  the  boiler  and  poor  quality  of  the 
coal  supplied  for  engine  fuel.  Furthermore,  regular  tests 
are  a  most  valuable  drill  for  engine  crews,  for  in  only  a 
few  departments  do  they  receive  sufficient  training  in  operat- 
ing engines  to  capacity.  The  breakdown  of  an  engine  at  a 
fire  or  the  inability  of  the  crew  to  operate  it  to  capacity  may 
be  the  direct  cause  of  confusion  and  the  needless  loss  of 
property  and  perhaps  of  life,  to  the  discredit  of  the  depart- 
ment. 

Contracts  for  new  fire  engines  usually  contain  guarantees 
that  the  engine  will  deliver  a  certain  quantity  of  water, 
but  often  do  not  specify  the  pressure  at  which  it  is  to  be 
delivered,  nor  provide  for  any  definite  tests  which  will 


accurately  determine  whether  the  engine  has  fulfilled  the 
guarantee;  or,  in  other  words,  if  the  department  is  getting 
what  it  is  paying  for.  In  several  cities,  engines  are  required 
to  fill  large  measured  tanks  in  a  specified  time,  but  this  is  a 
cumbersome  method  at  best,  and  such  tanks  are  frequently 
unavailable;  this  usually  gives  no  definite  results  as  to  pres- 
sure obtained  and  power  developed. 

A  practical  test  should  show,  with  fair  accuracy,  the 
condition  of  both  water  and  steam  ends  of  pumps  and  the 
condition  of  the  boiler;  determine  the  amount  of  water  which 
the  engine  will  pump  at  a  reasonable  working  pressure,  such  as 
would  be  required  when  operating  at  a  large  fire;  demonstrate 
the  ability  of  the  engine  to  draft  water,  whether  the  pumps  and 
waterways  are  tight  under  high  pressures  and  steam  valves  are 
properly  set,  and  whether  the  coal  used  is  quick  steaming  and 
free  from  objectionable  impurities.  In  addition,  the  test  should 
be  of  such  a  character  as  to  approach  the  working  condition 
at  a  serious  fire  where  the  full  capacity  of  the  engine  would 
be  required,  and  at  the  same  time  be  easily  understood.  The 
following  tests  bring  out  all  of  these  points. 

The  displacement  test  indicates  very  closely  the  actual 
condition  of  the  pumps  as  a  whole  and,  in  conjunction  with 
the  high  pressure  and  valve  tests,  the  condition  of  the 
plungers,  pump  valves,  packing,  etc.  The  high  pressure 
test,  in  connection  with  the  results  obtained  from  the  capa- 
city test,  indicates  the  setting  of  steam  valves  and  condition 
of  steam  cylinders.  The  capacity  test  shows  the  steaming 
quality  of  the  boiler  under  heavy  draft  and  the  ability  of 
the  engine  to  make  sufficient  speed  to  develop  its  capacity 
when  working  against  a  reasonable  water  pressure.  If  the 
test  is  made  from  a  cistern  or  reservoir,  it  will  show  the 
ability  of  the  engine  to  draft.  If  made  from  a  hydrant,  the 
percentage  of  slip  obtained  will  indicate  this  feature  as  well, 
as  an  engine  showing  less  than  7  per  cent,  slip  may  be  de- 
pended upon  to  take  suction  satisfactorily.  Incidentally, 
the  test  also  shows  the  ability  of  the  engine  crew  in  operating 
and  stoking  the  engine. 

Any  machine,  when  new,  should  be  capable  of  greater  work 
than  after  several  years  of  service;  for  this  reason,  a 
new  engine  should  be  given  an  acceptance  test  at  least  as 


APPARATUS     OR  TESTING 


*2P\ 


CM 


severe  as  any  work  it  may  have  to  perform  in  actual  service. 
This  test  should  bring  out  not  only  the  capacity  to  pump  the 
actual  volume  of  water  specified  by  the  maker  as  the  rated 
capacity,  but  also  to  do  this  at  a  good  working  pressure.  It  is 
the  opinion  of  many  supervising  engineers  that  this  pressure 
should  be  at  least  150  pounds  if  engine  is  likely  to  be  required 
to  draft,  and  as  this  does  not  seem  too  severe  and  is  required 
in  some  specifications,  the  suggestion  is  made  that  engines 
purchased  be  required  to  have  sufficient  boiler  capacity  to  give 
a  net  water  pressure  at  acceptance  test  equivalent  to  the  fol- 
lowing values: 

Hydrant  Pressures  Engine  to  Deliver 

Under  Fire  Draft.  Net  Water  Pressure  of 

50  Ibs.  or  over.  100  Ibs. 

30    "    to  50  Ibs.  120    " 

10    "    to  30    "  140    " 

10    "    or  less.  150    " 

Engines  in  service  need  not  be  given  as  severe  a  test  as 
those  being  accepted,  as  it  is  mainly  their  general  condition  that 
is  to  be  ascertained;  for  this  reason,  100  pounds  net  water 
pressure  would  seem  a  sufficiently  high  requirement  for  the 
ordinary  capacity  test,  which  should  be  made  at  least  yearly. 

Apparatus  Necessary  for  Testing. — For  the  tests  outlined 
below,  no  elaborate  or  costly  outfit  is  needed,  the  only  special 
appliances  absolutely  required  being  as  shown  on  Plate  I  and 
listed  below: 

A  revolution  counter.     (Figure  3.) 

A  stop-watch.    (Figure  5.) 

A  small  Pitot  tube.     (Figure  8.) 

Two  or  more  pressure  gages.     (Figures  I  and  9.) 

A  set  of  smooth  bore  nozzles.     (Figure  4.) 

A  hydrant  or  engine-discharge  cap.     (Figure  2.) 

The  revolution  counter  should  be  of  a  type  easily  at- 
tached to  the  engine  frame,  or  any  convenient  part,  and  so 
made  as  to  register  accurately  at  any  speed  likely  to  be 
reached  by  a  reciprocating  engine  and  be  easily  read. 

The  counter  may  be  provided  with  straps  for  attaching 
to  engine,  or  with  the  clamp  and  angle  iron  shown  on  Plates 
I  and  II. 

5 


Tachometers  and  speed  indicators  are  unsuitable  for  fire 
engine  work,  as  the  vibration  is  apt  to  render  their  readings 
unreliable. 

A  stop-watch  can  be  purchased  for  less  than  $10,  although 
an  ordinary  watch  can  be  used. 

The  Pitot  tube  may  be  any  of  several  suitable  types  now 
on  the  market,  or  the  type  shown  on  Plate  I  may  be  readily 
constructed.  Dimensions  are  given  below.  It  should  be  con- 
nected by  J4-inch  brass  pipe  fittings  to  a  pressure  gage  as 
shown. 

NOZZLE  STREAM  PITOT 


Scale  Full  Size 
To  be  of  brass  and  finished-smooth 

The  pressure  gages  should  be  preferably  not  more  than 
$1/2  inches  in  diameter,  in  order  that  they  may  be  conveniently 
handled.  They  should  be  of  the  compound  type,  in  order 

6 


PLATE  II. 

METHOD  OF  ATTACHING  GAGES 
AND  COUNTER  FOR  TESTING  ENGINES. 


that  any  disarrangement  of  the  needle  may  be  readily  ob- 
served, one  capable  of  indicating  pressures  from  a  vacuum 
up  to  150  pounds  and  one  up  to  200  pounds,  and  preferably 
divided  for  every  pound  and  marked  every  5  or  10  pounds, 
as  shown  in  Figures  I  and  9,  Plate  I.  Gages,  especially  those 
used  with  the  Pitot,  should  be  of  good  quality  and  accurate. 
They  should  be  carefully  calibrated  (tested)  with  a  weight 
tester  or  a  standard  gage  before  each  day's  work. 

Nozzles  suitable  for  testing  are  usually  found  in  the 
regular  equipment  of  every  fire  department.  Only  smooth 
bore  tapered  nozzles  should  be  used,  as  discharges  from  ring 
nozzles  are  uncertain.  Care  should  be  taken  that  the 
tips  are  not  nicked  or  otherwise  injured,  and  that 
washers  do  not  project  into  the  pipe,  as  a  perfectly  smooth 
waterway  is  essential.  The  ring  nozzles  on  many  engines 
have  loose  rings,  which  may  be  slipped  out  by  unscrewing 
the  end  cap,  leaving  a  suitable  smooth-bore  tip.  Shut-off 
nozzles  should  not  be  used,  as  these  generally  have  interior 
projections  or  breaks  in  the  waterway,  likely  to  cause  eddies 
in  the  stream.  Where  much  testing  is  to  be  done,  it  is  better 
to  set  aside  nozzles,  keeping  them  solely  for  that  purpose.  The 
bore  of  nozzles  should  be  accurate  to  size  within  1/1,000  of  an 
inch  and  carefully  measured. 

The  engine-discharge  cap,  or  hydrant  cap  (in  most  cities 
these  have  the  same  thread)  is  tapped  for  $£-inch  pipe  thread 
and  fitted  with  a  nipple  and  stop-cock  for  attaching  the  test 
gage.  By  attaching  to  the  discharge  outlet  of  the  engine  as 
shown  on  Plate  II,  the  engine  water  gage  and  the  test  gage 
may  be  compared  to  determine  if  the  engine  gage  is  correct. 
Where  there  is  time  to  detach  the  water  gage  and  a  testing  set 
is  available,  the  gage  can  be  more  accurately  checked.  The  steam 
gages  are  less  likely  to  get  out  of  order,  being  less  subject  to 
sudden  fluctuations,  and  a  comparison  of  readings  of  side  and 
rear  steam  gages  will  usually  be  sufficient.  If  the  engine 
has  no  suction  gage  or  tapped  suction  cap,  the  engine  or 
hydrant  cap  should  be  used  on  the  second  outlet  of  the  hydrant 
when  testing  an  engine  at  a  double  outlet  hydrant 

Tests  are  best  made  by  a  supervisor  (as  the  master 
mechanic  or  other  officer  conducting  the  test  will  hereafter 


be  called),  with  an  assistant  accustomed  to  reading  gages. 
Tables  showing  the  discharge  at  various  pressures  through 
different  nozzles,  for  use  with  Pitot  tube  readings,  are  to  be 
found  on  pages  24  and  25.  A  suitable  form  for  recording  data 
of  tests  is  shown  on  page  14,  and  until  the  supervisor  becomes 
familiar  with  tests,  it  is  advisable  to  use  a  similar  form  at 
the  tests  in  order  not  to  overlook  any  necessary  data.  Later, 
a  pocket  note-book  will  doubtless  be  found  more  convenient, 
care  being  taken  to  record  all  the  necessary  data. 

Preliminary  to  Test. — If  possible,  calibrate  gages  of  engine 
before  the  test,  by  detaching  and  comparing  on  a  portable 
gage-testing  set.  They  should  be  calibrated  in  the  position  in 
which  they  are  to  be  used,  either  horizontally  or  vertically.  If 
this  is  not  done,  check  water  and  suction  gages  at  test,  as 
explained  below. 

If  it  is  desired  to  determine  the  ability  of  the  regular 
engine  crew,  the  engine  should,  of  course,  be  operated  by 
them;  if  the  condition  and  capacity  of  the  engine  are  the  un- 
known factors,  a  crew  known  to  be  efficient  should  be 
selected. 

If  there  is  any  convenient  body  of  water,  or  cistern,  where 
water  may  be  drafted  with  not  over  10  feet  of  lift,  then  test 
should  be  made  at  draft;  otherwise,  attach  engine  to  hydrant, 
care  being  taken  to  get  a  hydrant  attached  to  a  large  main 
(8-inch  or  larger),  and  that  the  hydrant  pressure  is  not  ex- 
cessive, preferably  below  40  pounds.  Four-inch  or  larger 
suction  should  be  used.  After  suitably  stationing  engine, 
light  the  fire;  note  the  time  when  smoke  comes  from  stack, 
when  steam  gage  needle  moves,  at  50  pounds  of  steam,  at 
100  pounds,  and  pressure  and  time  of  blowing  off.  If  engine 
has  hot  water  in  boiler,  this  may  be  omitted,  noting  only  the 
pressure  at  which  safety  valve  blows  off.  Then,  if  water 
gage  on  engine  has  not  been  calibrated  (checked),  attach 
hydrant  cap  and  2OO-pound  test  gage  to  engine  discharge 
outlet,  as  shown  on  Plate  II.  Record  zero  of  all  three  gages — 
water,  suction  and  test  gages;  open  hydrant  and  record  static 
pressure  on  all  three  gages;  then  with  churn  (hand  relief) 
valve  partly  open  and  discharge  gates  shut,  pump  up  pressure 
and  compare  test  and  water  gages  at  80  pounds,  100,  no,  120, 
etc.,  up  to  no  pounds  over  the  static  or  hydrant  pressure.  li 

8 


engine  has  no  suction  gage,  one  of  the  suction  caps  on  the 
engine  can  be  tapped  to  connect  the  gage,  as  shown  on  Plate  II, 
or  the  engine  or  hydrant  cap  provided  with  the  second  gage 
should  be  attached  to  one  hydrant  outlet. 

Let  supervisor  and  assistant  compare  watches  and  set 
second  hands  together,  or  nearly  so;  this  is  more  quickly 
accomplished  if  one  watch  has  a  stop-hand.  The  supervisor 
will  find  it  convenient  to  tie  his  watch  to  coat  or  wrist  in 
order  to  leave  his  hands  free  to  hold  note-book  or  Pitot.  A 
leather  watch  holder  and  wrist  strap,  as  shown  on  Plate  I, 
such  as  any  harness  maker  can  make,  is  a  convenient  appliance 
for  this  purpose.  Attach  the  revolution  counter  and  con- 
nect with  one  of  the  eccentric  strap  oil  cups  or  studs  by  a 
short  length  of  cord,  as  shown  on  Plate  II;  have  engine 
started  slowly  and  adjust  counter  cord  so  that  each  revolu- 
tion registers. 

Displacement  and  Capacity  Test. — While  the  engine  is  get- 
ting up  steam,  have  firemen  lay  hose  and  connect  nozzle. 
If  testing  on  a  paved  street,  it  is  best  to  lay  nozzle  down  in 
gutter.  Use  a  play-pipe  holder  or  tie  nozzle  to  any  con- 
venient post,  in  order  to  prevent  pipe  getting  away  from 
pipeman  and  doing  damage. 

For  the  larger  engines,  attach  a  line  of  hose  on  each  side 
of  the  engine  and  connect  into  the  Siamese  of  a  deluge  set. 

With  the  smaller  size  engines,  it  is  usually  more  convenient 
to  use  a  single  line  from  one  side  of  the  engine;  when  deluge 
sets  are  not  available,  single  lines  may  be  used  on  the  larger 
engines.  In  the  tables  on  pages  18  and  19,  the  length  of  hose 
and  size  of  nozzle  best  adapted  for  testing  engines  of  various 
sizes  are  given.  In  testing  with  the  siamesed  lines,  start  the 
engine  with  both  lines  open  and  bring  it  up  to  speed;  if  the 
desired  water  pressure  is  not  obtained,  close  the  discharge  gate 
on  one  line  slowly  until  the  gage  indicates  the  proper  pressure. 
Similarly,  with  a  single  line  attached,  the  gate  is  closed  slowly 
after  engine  has  obtained  its  full  speed  until  the  desired  pres- 
sure is  obtained. 

The  supervisor  can,  from  time  to  time,  regulate  this 
discharge  gate  to  keep  the  desired  water  pressure,  although 
if  the  crew  operates  the  engine  properly  but  little  change 
will  have  to  be  made  throughout  the  test.  The  engineer 


can  be  instructed  to  direct  all  his  attention  to  operating 
his  engine  to  full  capacity,  and  the  supervisor  or  testing 
engineer  can  regulate  the  water  pressure,  take  the  readings  of 
the  revolution  counter,  steam,  water  and  suction  gages,  while 
his  assistant  takes  readings  of  the  nozzle  pressure  through- 
out the  test. 

When  siamesed  lines  are  used,  should  the  engine  not  be  able 
to  maintain  the  desired  water  pressure  with  one  line  shut  off 
entirely,  add  another  length  of  hose  to  each  side,  or  use  a 
nozzle  Ji-inch  smaller.  With  single  lines,  when  the  engine 
cannot  maintain  the  desired  pressure  without  undue  throttling 
of  the  discharge  valve,  use  a  smaller  nozzle  or  add  another 
length  of  hose.  The  nozzle  readings  should,  if  possible,  be  over 
40  pounds,  as  below  this  point  readings  must  be  very  nearly 
constant  to  give  accurate  results. 

Should  water  pressure  at  the  engine  be  too  high  with 
both  lines  wide  open,  use  a  larger  nozzle  or  cut  out  a  length 
of  hose  from  each  side. 

Relief  valves  should  be  closed,  sprinkler  used  only  as 
needed,  and  feed  pumps  operated  regularly.  The  capacity  test 
should  last  at  least  20  minutes  from  the  time  the  engine  reaches 
full  speed.  During  this  time  the  water  pressure  at  the  engine 
should  be  constant  and  such  as  to  give  a  net  water  pressure  over 
the  suction  pressure  as  given  on  page  5.  In  all  cases  at  least 
loo  pounds  net  pressure  should  be  held.  Unless  the  rubber  tires 
cause  undue  vibration,  a  modern  engine,  if  in  good  condition, 
can  safely  run  for  an  indefinite  period  at  400  to  425  feet  of  piston 
travel  per  minute,  that  is,  300  to  320  revolutions  for  an  8-inch 
stroke. 

It  is  usually  better  to  hold  about  10  pounds  over  the  pres- 
sure actually  required,  when  the  water  pressure  fluctuates 
much,  as  most  engineers  read  the  top  of  swing  of  a  gage 
needle,  while  the  supervisor,  of  course,  should  read  the  middle 
of  the  vibration.  Gages  may  be  throttled  to  prevent  excessive 
vibration,  but  should  always  show  some  vibration  to  get 
true  readings.  During  the  capacity  test,  the  supervisor  should 
read  counter  (exactly  at  minute)  and  steam,  water  and  suction 
gages  each  minute  in  regular  order,  and  note  the  handling  and 
stoking,  feed  water,  leaks,  uneven  steam  pressure,  blowing 
off,  foaming  of  boiler,  accidents,  and  the  .other  little  details 

10 


PLATE  III. 

SHOWING  UdS  bit 

NOZZLE 


t- 


which  his  experience  teaches  him  to  observe.  Meanwhile  the 
supervisor's  assistant  should  read  the  nozzle  pressure  every  J4 
minute.  Special  care  should  be  taken  in  reading  the  nozzle 
pressure.  The  Pitot  should  be  held  in  the  middle  of  the 
stream,  with  the  tip  about  one-half  the  diameter  of  the  bore 
from  the  end  of  the  nozzle.  Gage  should  be  horizontal  or  ver- 
tical, according  to  the  position  in  which  it  was  calibrated,  and 
at  the  same  level  as  the  end  of  the  nozzle.  This  is  shown  on 
Plate  III. 

High  Pressure  Test. — After  a  run  of  20  minutes  in  which 
there  were  no  serious  interruptions  to  readings,  and  pressure 
was  maintained  at  an  average  of  at  least  100  pounds  net,  stop 
stoking;  shut  down,  close  discharge  gates,  partly  open  churn 
valve  and  get  steam  down  to  between  70  and  80  pounds,  drawing 
fire  if  necessary.  Then  start  engine  slowly,  and  gradually  close 
churn  valve  tight.  See  that  all  other  openings,  feed  pumps, 
sprinklers,  relief  cocks,  etc.,  are  shut.  Let  engine  turn  in 
this  condition  for  one  or  two  minutes;  observe  the  number  of 
revolutions,  and  the  water,  steam  and  suction  (now  static) 
pressures;  note  any  uneven  motion  of  engine,  blowing  through 
of  steam  or  imperfect  valve  setting,  leaks  in  steam  or  water 
ends,  or  fittings,  etc.  If  pumps  are  in  good  condition  and  valves 
set  correctly,  speed  should  not  be  over  one  revolution  in  10 
seconds  in  any  modern  type  engine.  (This  does  not  apply  to 
a  Silsby  or  a  Button.)  With  70  pounds  steam  and  50  pounds 
suction,  water  pressure  will  reach  about  250  pounds;  this  is 
perfectly  safe  and  not  a  severe  test,  as  such  pressures  are 
frequently  met  in  operation  when  long  lines  are  used. 

Valve  Tests. — After  taking  the  observations  for  the  high 
pressure  test,  shut  off  throttle  of  engine  and  open  cylinder 
drips.  Note  the  drop  in  water  pressure  for  say  one-half 
minute.  The  manner  in  which  this  pressure  holds  up  is  an 
indication  of  the  condition  of  the  discharge  valves.  A  drop 
of  not  over  15  pounds  in  one-half  minute,  provided  there 
are  no  external  leaks  visible  around  the  pump,  indicates  a  fairly 
good  condition  of  the  valves. 

Suction  Test. — If  the  engine  has  been  tested  at  a  hydrant, 
its  ability  to  draft  may  be  determined  as  follows,  provided  it 
is  equipped  with  a  compound  suction  gage  or  one  of  the 
suction  caps  is  tapped  to  receive  a  compound  gage:  Discon- 

ii 


nect  engine  from  hydrant  while  there  is  still  some  steam 
pressure  on  boiler,  put  both  suction  caps  on  tight,  open  one 
of  the  discharge  gates  and  then  open  throttle,  allowing  en- 
gine to  run  at  a  moderate  speed,  observe  the  reading  of  the 
compound  gage  while  running,  and  also  after  shutting  down. 
The  drop  of  the  vacuum  after  shutting  down  is  an  indication 
of  the  condition  of  the  suction  valves,  provided  all  joints  are 
good. 

To  Figure  Displacement. — (Displacement  is  figured  as  in- 
dicated for  sample  test,  pages  14  and  15.)  In  averaging  the 
nozzle,  steam,  water  and  suction  pressures,  subtract  ^  of  first 
and  last  readings  from  sum  of  readings  used  (see  page  15  and 
sample  test  sheet).  Average  the  nozzle  pressure  during  a 
period  in  which  the  engine  ran  steadily,  water  pressure  was 
well  maintained  and  the  nozzle  pressure  varied  the  least.  When 
possible,  use  a  20-minute  period  in  figuring  the  displacement; 
if  for  any  reason  there  is  much  variation  in  the  nozzle  pressure, 
say  over  10  per  cent,  during  any  one  minute,  select  as  long  a 
period  as  possible,  but  at  least  10  minutes,  during  which  the 
pressure  has  been  well  maintained.  Correct  for  gage  error. 
Take  out  corresponding  gallons  from  table,  pages  24  and  25,  in- 
terpolating for  odd  pressures  or  for  odd  sized  nozzles. 

Example:  il/2"  nozzle,  61  pounds  nozzle  pressure. 

62  pounds'  nozzle  pressure  gives 525  gallons 

60        "  "  "  "    517  gallons 

or  2  pounds  give  a  difference  of 8  gallons 

and  i  pound  gives  l/i  of  this,  or 4  gallons 

Therefore,  61  pounds'  nozzle  pressure =5i7-{-4 

=521  gallons 
Example:  i  9/16"  nozzle,  60  pounds  nozzle  pressure. 

60  pounds  through  \%"  nozzle  gives 607  gallons 

60      "  "          i#*      "  "      517  gallons 

or  y%"  difference  in  nozzle  diameter  gives ...      90    gallons 
and   1/16"  "         "       "  "...       45  gallons 

Therefore,  i  9/16"  nozzle  at  60  pounds  gives    517+45 

=562  gallons 


Divide  the  average  gallons  discharged  by  the  average  revo- 
lutions per  minute  to  obtain  the  actual  net  displacement  of 
the  pumps.  The  nominal  displacement  will  be  found  from 
the  table,  page  16,  allowing  for  the  pump  rods.  The  dimen- 
sion of  the  pumps,  such  as  stroke,  diameter  of  pump  barrel 
and  pump  rods,  should  be  accurately  measured,  if  in  question. 
The  difference  between  actual  and  nominal  displacements  is 
the  slip,  which  should  be  from  3  to  5  per  cent,  of  the  nominal 
displacement  in  a  new  engine  (6  per  cent,  in  a  rotary)  ;  of 
this,  about  H  per  cent,  is  due  to  the  feed  water  (i  per  cent, 
with  a  Button  or  Silsby  engine).  After  engine  has  been  in 
use  a  few  months,  slip  will  generally  increase  about  I  per 
cent;  thereafter,  if  valves  and  packings  are  given  proper  at- 
tention, there  should  be  only  a  slight  increase.  A  slip  of  10 
per  cent,  or  over  indicates  broken  or  displaced  valve  springs, 
and  more  than  this,  a  badly  worn  plunger  or  pump  barrel, 
or  possibly  a  leaky  suction.  In  a  rotary,  the  wear  is  prin- 
cipally in  the  pump  cam  slides,  which  will  also  stick  at  times, 
causing  increased  slip  even  if  not  worn. 

To  Figure  Capacity. — When  the  engine  is  run  for  20  minutes 
at  a  uniform  speed  during  the  displacement  test,  the  average 
discharge  measured  at  the  nozzle  by  the  Pitot  is  the  capacity 
of  the  engine.  If  only  a  lo-minute  period  of  the  run  is  used 
for  figuring  the  displacement,  the  capacity  of  the  engine  is 
determined  by  multiplying  the  actual  displacement  (found  in 
the  displacement  test)  by  the  average  revolutions  per  minute 
during  a  2O-minute  period  in  which  the  engine  worked  at  its 
full  capacity.  Steam,  water  and  suction  pressures  during  the 
capacity  run  should  be  averaged  and  corrected  for  gage  error. 
In  figuring  percentage  of  capacity  delivered,  for  a  new  fire  engine, 
it  is  well  to  use  contract  figures  for  the  rated  capacity  which 
the  engine  is  guaranteed  to  deliver.  A  capacity  due  to  a  piston 
travel  of  about  420  feet  per  minute  (315  revolutions  for  8-inch 
stroke)  less  a  3  per  cent,  allowance  for  slip,  is  reasonable  for 
a  modern  engine;  older  types  vary  considerably. 


LOG   OF.  FIRE    ENGINE    TEST 


GAGE 

COMPARISON 
TES 


ENGINE:  Size_ 

DIMENSIONS:   Cylinders.  ..^.T.  .......  Pomp  Bore  ... 

BOILER:     Typ«_...-'._  ...........  ........  Diame 


fK 


TIME  COUNTER  RRM 


...  Rated  Capac(ty..K£?.<2...Bullt..../.W7  ... 

.'.  .......  ...._  Stroke  .....  £.":  ..........  _•.   Pump  rods..  ^ 

'  Height-...*^'-'  .........     Bullt__-_.l*0Z.... 


+4 


_2£ 


££ 


/*g 


33 


& 


145 


/3S 


14J5L 


3L 


S2. 


*L 


4032 


££. 


31 


a 


DISPLACEMENT  TEST 


CAPACITY    TEST 


M  GH     PRESSURE    TEST 


.Corrprteri  prg<^ 


Gnllons  per  min 


.  RP.VS.  per  min. 


rijsnlacement 


(nom-n 


4-.ll 


Slip  per  cent. 


Figured 


CALCULATIONS  FOR  ENGINE  TESTS. 

(FOR  TEST  ON  OPPOSITE  PAGE.) 


DISPLACEMENT  TEST. 

AVERAGE  DISCHARGE. 
To  obtain  Average  Nozzle  Pressure; 

Sum  Column  "  Min." 1,870 

Subtract  %  sum  of  first  and 
last  figures 85 

1,785 

Sum  Column  "J4" 1.791 

"H" 1,795 

"        "%" 1,802 

Divide  by  80 )  7.173 

Average  Nozzle  Reading. .    89.7 
Correction   from   Gage   Test 
Sheet +2.0 

Average  Nozzle  Pressure.    91.7 
From     Discharge    Tables    for    1%" 
Nozzle: 

92  Ibs.  gives 751  gallons. 

90    ••        "  ...743        » 


1.7  Ibs.  gives 6.8     " 

Then  91.7  Ibs.  =  749.8  gallons. 

AVERAGE  R.  P.  M. 

Counter  at  3. 59 4,358 

"          "  3.89 7,870 


_ 
~ 


Divide  by  20 ) 

Average  R.  P.  M  =  824.4 
ACTUAL  DISPLACEMENT. 
Average  Discharge  _  749.8 
Average  R.  P.  M~T  ~~  324.4 

NOMINAL  DISPLACEMENT. 
From  Engine  Displacement  Table: 

4%"  Bore,  8"  Stroke 2.455 

1^4"  Pump  Rod 085 

Nominal  Displacement  =  2.370 

SLIP,  IN  PER  CENT. 

Nom.  DisplacenVt—  Act.  DisplacenVt 
Nominal  Displacement 
2.370  —  2.311  _ 

OTO '*?• 


CAPACITY    TEST. 
AVERAGE  R.  P.  M. 

Same  as  for  Displacement  Test  in 
this  case. 

GALLONS  PER  MINUTE. 
Same  as  for  Displacement  Test  in 
this  case. 

AVERAGES  OF  PRESSURES. 
Steam: 

Sum  of  Column 2,787 

16  of  first  and  last  figures 133 

Divide  by  20 )  2,654 

Average  Steam  Reading..  132.7 
Water: 

Sum  of  Column 3,065 

Y%  of  first  and  last  figures. . .      142.5 

Divided  by  20 )  2,922.5 

Average  Reading. ..... .      146. 1 

—  1.0 


Gage  and  Test  Sheet,  for 
Gage  No.  119 


Average  Water  Pressure  145 . 1 
Suction: 

Sum  of  Column 746 

^3  of  first  and  last  figures 85 

Divide  by  20...  ...)  711 


Average  Reading 85.6 

Correction  from  Test  of  Gage  +  1.0 

Average  Suction  Pressure    86.6 
Net  Pressure: 

Average  water  pressure 145 . 1 

Average  suction  pressure. .         86.6 

Average  net  pressure. .       108.5 
PERCENTAGE  OF  CAPACITY  OBTAINED. 
Reasonable    capacity   of 
Pumps  based  on  400  Ft. 
Piston  Travel  per  Min.  =  700  gals. 

Obtained  at  Test 750  gals. 

or  107^  of  Rating. 


ENGINE   DISPLACEMENT  TABLE. 


DOUBLE    PUMPS. 


PLUNGER  DISPLACEMENT. 

PUMP  ROD  CORRECTION. 

GALLONS  PER  REVOLUTION. 

GALLONS  PER  REVOLUTION. 

Bore 

Stroke  in  Inches. 

Diameter 

Stroke  in  Inches. 

of  Pump 

of 

Inches. 

789 

Pump  Rods. 

789 

3  1/2 

1.166      1.333      1.500 

1  " 

0.047       0.054       0.061 

3  5/8 

1.251      1.480      1.609 

1  1/16 

0.053       0.061       0.069 

3  3/4 

1.339      1.530      1.721 

1  1/8 

0.060      0.069       0.078 

3  7/8 

1.430      1.634      1.888 

1  8/16 

0.067       0.077       0.087 

4 

1.528      1.740      1.958 

1  1/4 

0.074       0.085       0.096 

4  1/8 

1.620      1.851      2.082 

1  6/16 

0.081       0.098       0.105 

4  1/4 

1.719      1.965      2.211 

1  3/8 

0.089       0.102       0.115 

4  3/8 

1.822     2.088      2.343 

1  7/16 

0.098       0.112       0.126 

4  1/2 

1.928      2.203      2.478 

1  1/2 

0.107       0.122       0.138 

4  5/8 

2.036      2.327      2.618 

1  9/16 

0.116       0.183       0.150 

4  3/4 

2.148      2.455      2.762 

1  5/8 

0.126       0.143       0.162 

4  7/8 

2.268      2.586      2.909 

1  11/16 

0.186       0.155       0.174 

5 

2.380     2.720      3.060 

1  3/4 

0.146       0.167       0.188 

5  1/8 

2.500      2.858      3.215 

5  1/4 

2.624      2.999      3.374 

5  3/8 

2.750      3.143      3.536 

Subtract  pump  rod  correction  from 

plunger  displacement  to  obtain  cor- 

5 1/2 

2.880      8.291      3.702 

rect  displacement  of  engine. 

5  5/8 

3.012      8.442      3.872 

For  single-pump  engines,  use  one- 

5  3/4 

8.147      3.597      4.047 

half  of  result  obtained. 

6  7/8 

8.286      3.755      4.225 

6 

8.427      8.917      4.407 

Example :    Engine  with  5J4-inch  pump,  9-inch  stroke  and  IJ^-inch  pump 


rod. 


From  Table  above : 

Displacement  of  Plunger  =  3.874  gallons. 
Correction  for  Rod  =  0 . 1 38  gallons. 


Nominal  Displacement  =  3. 236  gallons 


16 


The    following    table    gives    the    reasonable    capacity    of 
several  common  sizes  of  fire  engines: 

REASONABLE  CAPACITIES  OF  MODERN  STEAM  FIRE  ENGINES. 


Bore  of  Pumps, 
Inches. 

Stroke,  Inches. 

Capacity, 
Gallons  per  Minute. 

6 

9 

1,100 

Sti 

8  or  9 

1,000 

5/2 

8 

900 

3% 

8  or  9 

850 

5 

8 

750 

4ti 

8 

700 

4/2 

7  or  8 

600 

4l/4 

7  or  8 

550 

4 

7 

500 

RATED  CAPACITY  OF  SILSBY  ENGINES. 


Maker's 
Size. 

Nominal  Displacement 
per  Revolution,          Rated  Capacity, 
Gallons.            Gallons  per  Minute. 

Extra  First 
First 
Second 
Third 
Fourth 
Fifth 

1.261                                1,000 
1.141                                  900 
0.952                                  700 
0.804                                  600 
0.675                                  500 
0.513                                  400 

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FIRE  STREAM  TABLES. 

These  tables  are  arranged  to  show  the  pressures  required  at 
the  hydrant  or  fire  engine,  while  stream  is  flowing,  to  maintain 
nozzle  pressures  given  in  the  first  columns,  through  various 
lengths  of  2^-,  3~  and  3^-inch  rubber  lined  hose  in  single  lines 
and  two  lines  of  2^-inch  hose  siamesed. 

The  pressure  at  the  hydrant  or  fire  engine  is  that  indicated 
by  a  gage  attached  to  the  hydrant  or  fire  engine  while  the 
stream  is  flowing.  The  pressure  at  the  nozzle  is  that  indicated 
by  a  Pitot  gage  held  in  the  stream. 

The  hydrant  (or  engine)  pressures  are  obtained  by  adding 
to  the  nozzle  pressure  the  friction  loss  in  the  hose,  and  also  the 
small  additional  loss  in  the  hydrant  outlet  or  engine  discharge. 

Friction  losses  in  hose  are  based  on  tests  of  best  quality 
rubber-lined  fire  hose  and  are  for  loo-foot  lengths  measured 
without  pressure  applied.  Diameters  of  hose,  as  measured  under 
75  pounds  pressure,  assumed  as  the  average  working  condition, 
were  as  follows:  For  nominal  2j^-inch,  2.575  or  about  2  9/16 
inches;  for  nominal  3-inch,  3.125  or  3^  inches;  for  nominal 
3j^-inch,  3.685  or  about  3  11/16  inches. 

The  smoothness  of  the  lining  has  a  very  considerable  effect 
on  the  friction  loss,  some  samples  tested  showing  losses  50  per 
cent,  in  excess  of  those  given.  A  slight  variation  in  diameter 
also  produces  a  marked  difference  in  friction  loss;  in  the  case 
of  25^-inch  hose,  a  variation  of  1/16  inch  in  diameter  will 
result  in  10  per  cent,  difference  in  loss.  If  properly  beveled 
2j^-inch  couplings  are  used  on  3-inch  hose,  the  loss  of  pressure 
due  to  them  will  be  less  than  5  per  cent,  of  that  gained  by  the 
use  of  the  larger  hose.  For  instance,  for  a  flow  of  300  gallons 
per  minute,  the  loss  in  2^-inch  hose  will  be  about  21  pounds, 
in  3-inch  hose  with  3-inch  couplings  about  8  pounds,  and  in  3-inch 
with  2^-inch  couplings  about  S1A  pounds. 

For  siamesed  lines,  an  allowance  was  made  for  the  loss 
in  the  Siamese  connection  and  for  20  feet  of  3^-inch  lead  hose. 


20 


The  pressures  given  are  for  the  nozzle  at  the  same  elevation 
as  the  hydrant  or  engine  discharge  outlet.  Add  or  subtract 
i  pound  to  the  pressure  given  for  each  2  1/3  feet  difference  in 
elevation.  The  arrangement  of  the  table  allows  a  comparison 
to  be  readily  made  of  the  results  obtainable  with  3-inch  hose 
and  siamesed  lines  against  single  lines  of  224-inch  hose. 


21 


EFFECTIVE  REACH  OF  FIRE  STREAMS. 


SHOWING  THE   DISTANCE  IN  FEET    FROM  THE  NOZZLE  AT 

WHICH  STREAMS   WILL  DO   EFFECTIVE  WORK  WITH  A 

MODERATE  WIND  BLOWING.    WITH  A  STRONG  WIND 

THE  REACH  is  GREATLY  REDUCED. 


SIZE  OF  NOZZLE. 

<u 

1 

i-Inch. 

i|-Inch. 

ii-Inch. 

it-Inch. 

ii-Inch. 

55 

rt 

it 

it 

-  <u 

at 

71 

S* 

il 

A 

*i 

pi 

C      QJ 

g| 

§s 

j-« 

,  -t. 

Cd  Ci-« 

«~ 

•—  fa 

«fa 

-fa 

rt  Lt- 

-fa 

cd  fa 

* 

if 

If 

E~ 

II 

II 

C   C8 

Jt 

11 

eg 

ti 

|s 

Vertica 
tance, 

1  Horizon 
tance, 

20 

35 

37 

36 

38 

36 

39 

36 

40 

37 

42 

25 

43 

42 

44 

44 

47 

46 

45 

47 

46 

49 

30 

5i 

47 

52 

5° 

52 

52 

53 

54 

54 

56 

35 

58 

51 

59 

54 

59 

58 

59 

59 

62 

62 

40 

64 

55 

65 

59 

65 

62 

66 

64 

69 

66 

45 

69 

58 

70 

63 

70 

65 

72 

68 

74 

7i 

50 

73 

61 

75 

66 

75 

69 

77 

72 

79 

75 

55 

76 

64 

79 

69 

80 

72 

81 

75 

82 

78 

60 

79 

67 

83 

72 

84 

75 

85 

77 

87 

80 

65 

82 

70 

86 

75 

87 

78 

88 

79 

90 

81 

70 

85 

72 

88 

77 

90 

80 

9' 

82 

92 

84 

75 

87 

74 

90 

79 

92 

82 

93 

84 

94 

86 

80 

89 

76 

92 

81 

94 

84 

95 

86 

96 

88 

85 

9i 

78 

94 

83 

96 

87 

97 

88 

99 

90 

90 

92 

80 

96 

85 

98 

89 

99 

90 

100 

9i 

NOTE. — Nozzle  pressures 
vertical  distances  are  based   on 
Am.  Soc.  C.  EM  Vol.  XXI. 


are  as   indicated 
experiments  by 

22 


by  Pitot  tube.     The  horizontal  and 
Mr.  John  R.  Freeman,  Transactions, 


FRICTION  LOSS  IN  FIRE  HOSE. 

BASED  ON  TESTS  OF  BEST  QUALITY  RUBBER  LINED  FIRE  HOSE.* 


Flow,  Gal  Ions  per 
Minute. 

PRESSURE  Loss  IN  EACH 
100  FEET  OF  HOSE, 
POUNDS  PER  SQ.  INCH. 

Flow,  Gallons  per 
Minute. 

PRESSURE  Loss  IN 
EACH  100  FEET  OF 
HOSE,  POUNDS  PER 
SQ.  INCH. 

2*" 

Hose. 

Hose. 

3*' 

Hose. 

2  Lines  of 

2|* 

Siamesed. 

Hose. 

3r 

Hose. 

2  Lines  of 

2|" 

Siamesed. 

140 

5-2 

2.0 

0.9 

1.4 

525 

23.2 

10.5 

16.6 

1  60 

6.6 

2.6 

I  .2 

1.9 

550 

25.2 

11.4 

18.1 

1  80 

8-3 

3-2 

i-5 

2-3 

575 

27.5 

12.4 

19.0 

200 

10.  I 

3-9 

1.8 

2.8 

600 

29.9 

13-4 

21  .2 

220 

12.0 

4.2 

2.1 

3-3 

625 

32.0 

14.4 

23.0 

240 

T4.  I 

5-4 

2.5 

3-9 

650 

34-5 

i5  5 

24.8 

260 

16.4 

6.3 

2.9 

4-5 

675 

37-0 

16.6 

26.5 

280 

18.7 

7-2 

3-3 

5.2 

700 

39-5 

17.7 

28.3 

300 

21  .2 

8.2 

3-7 

5-9 

725 

42-3 

18.9 

30-2 

320 

23-8 

93 

4-2 

6.6 

750 

45.0 

20.1 

32.2 

340 

26.9 

10.5 

4-7 

7-4 

775 

47.8 

21.4 

34-2 

360 

3O.O 

11.5 

5.2 

8-3 

800 

50.5 

22.7 

36.2 

380 

33  -o 

12.8 

5.8 

9.2 

825 

53-5 

24.0 

38.4 

400 

36.2 

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56.5 

25.4 

40.7 

425 

40.8 

15-7 

7.0 

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59-7 

26.8 

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45-2 

17-5 

7-9 

12.5 

900 

63.0 

28.2 

45-2 

475 

50.0 

19-3 

8-7 

13-8 

1,000 

76.5 

34-3 

55.0 

500 

55.0 

21.2 

9-5 

15.2 

1,100 

91.5 

41  .0 

65.5 

*  Rough  rubber  lining  is  liable  to  increase  the  losses  given  in  the  table  as 
much  as  50  per  cent. 

23 


DISCHARGE  TABLE   FOR  SMOOTH   NOZZLES. 


NOZZLE  PRESSURE  MEASURED  BY  PITOT  GAGE. 


Nozzle 
ressure 
Ibs.  per 
q.  inch. 

NOZZLE  DIAM.  IN  INCHES. 
1    1^   1J4   1%   1^ 

Nozzle 
Pressure 
in  Ibs.  per 
sq.  inch. 

NOZZLE  DIAM.  IN 
1    m   1J4 

INCHES. 
1% 

w 

Gallons 

per  minute. 

Gallons  per  Minute. 

5 

66 

84 

103 

125 

149 

60 

229 

290 

3n7 

434 

517 

6 

72 

92 

118 

187 

163 

62 

233 

295 

363 

441 

525 

7 

78 

99 

122 

148 

176 

64 

287 

299 

369 

448 

533 

8 

84 

106 

131 

158 

188 

66 

240 

804 

875 

455 

542 

9 

89 

112 

139 

168 

200 

68 

244 

308 

881 

462 

550 

10 

93 

118 

146 

177 

211 

70 

247 

313 

386 

469 

558 

12 

102 

180 

160 

194 

231 

72 

251 

318 

391 

475 

566 

14 

110 

140 

173 

210 

249 

74 

254 

322 

897 

482 

574 

16 

118 

150 

185 

224 

267 

76 

258 

326 

402 

488 

582 

18 

125 

159 

196 

237 

283 

78 

261 

880 

407 

494 

589 

20 

182 

167 

206 

250 

298 

80 

264 

835 

418 

500 

596 

22 

189 

175 

216 

263 

818 

82 

268 

839 

418 

507 

604 

24 

145 

183 

226 

275 

327 

84 

271 

848 

423 

513 

611 

26 

151 

191 

235 

286 

840 

86 

274 

847 

428 

519 

618 

28 

157 

198 

244 

297 

353 

88 

277 

351 

483 

525 

626 

30 

162 

205 

253 

307 

365 

90 

280 

355 

438 

531 

633 

82 

167 

212 

261 

317 

877 

92 

288 

359 

448 

537 

640 

34 

172 

218 

269 

327 

889 

94 

286 

368 

447 

548 

647 

36 

177 

224 

277 

886 

400 

96 

289 

367 

452 

549 

654 

38 

182 

231 

285 

345 

411 

98 

292 

870 

456 

554 

660 

40 

187 

287 

292 

354 

422 

100 

295 

374 

461 

560 

667 

42 

192 

243 

299 

368 

432 

105 

303 

388 

478 

574 

683 

44 

196 

248 

806 

872 

442 

110 

810 

892 

484 

588 

699 

46 

200 

254 

313 

880 

452 

115 

317 

401 

495 

600 

715 

48 

205 

259 

320 

888 

462 

120 

324 

410 

505 

613 

780 

50 

209 

265 

826 

896 

472 

125 

331 

418 

516 

626 

745 

52 

213 

270 

333 

404 

481 

130 

337 

427 

526 

638 

760 

54 

217 

275 

339 

412 

490 

135 

843 

435 

536 

650 

775 

56 

221 

280 

845 

419 

499 

140 

350 

448 

546 

662 

789 

58 

225 

285 

351 

426 

508 

145 

356 

450 

556 

674 

803 

60 

229 

290 

357 

434 

517 

150 

362 

458 

565 

686 

817 

Assumed  coefficient  of  discharge  per  cent. 
24 


.99       .99 


DISCHARGE  TABLE   FOR   SMOOTH  NOZZLES. 


NOZZLE  PRESSURE  MEASURED  BY  PITOT  GAGE. 


Nozzle 
'ressure 
i  Ibs.  per 
sq.  inch. 

NOZZLE  DIAM.  IN  INCHES. 

m  m  m  a  2& 

Nozzle 
Pressure 
in  Ibs.  per 
sq.  inch. 

NOZZLE  DIAM.  IN 
1«   1%   1% 

INCHES. 
2    2*4 

Gallons  per  Minute. 

Gallons  per  Minute. 

5 

175 

203 

234 

266 

337 

60 

607 

704 

810 

920 

1168 

6 

192 

223 

256 

292 

369 

62 

617 

716 

823 

936 

1188 

7 

207 

241 

277 

315 

399 

64 

627 

727 

836 

951 

1207 

8 

222 

257 

296 

336 

427 

66 

636 

788 

850 

965 

1225 

9 

235 

273 

814 

357 

452  ! 

68 

646 

750 

862 

980 

1243 

10 

248 

288 

380 

876 

477 

70 

655 

761 

875 

994 

1261 

12 

271 

315 

362 

412 

522 

72 

665 

771 

887 

1008 

1279 

14 

293 

340 

891 

.445 

564 

74 

674 

782. 

900 

1023 

1297 

16 

313 

364 

418 

475 

603 

76 

683 

792 

911 

1036 

1314 

18 

332 

386 

444 

504 

640 

78 

692 

808 

924 

1050 

1381 

20 

350 

407 

468 

532 

674  \ 

80 

700 

818 

935 

1063 

1848 

22 

367 

427 

490 

557 

707 

82 

709 

823 

946 

1076 

1865 

24 

384 

446 

512 

582 

739 

84 

718 

833 

959 

1089 

1381 

26 

400 

464 

533 

606 

769 

86 

726 

843 

970 

1102 

1897 

28 

415 

481 

554 

629 

799 

88 

735 

853 

981 

1115 

1418 

30 

429 

498 

572 

651 

826 

90 

743 

862 

992 

1128 

1430 

32 

443 

514 

591 

,673 

854 

92 

751 

872 

1002 

1140 

1446 

34 

457 

530 

610 

693 

880 

94 

759 

881 

1012 

1152 

1461 

36 

470 

546 

627 

713 

905 

96 

767 

890 

1022 

1164 

1477 

38 

483 

561 

645 

733 

930 

98 

775 

900 

1082 

1176 

1492 

40 

496 

575 

661 

752 

954 

100 

783 

909 

1043 

1189 

1507 

42 

508 

589 

678 

770 

978 

105 

803 

932 

1070 

1218 

1543 

44 

520 

603 

694 

788 

1000 

110 

822 

954 

1095 

1247 

1580 

46 

581 

617 

710 

806 

1021 

115 

840 

975 

1120 

1275 

1617 

48 

543 

630 

725 

824 

1043 

120 

858 

996 

1144 

1303 

1651 

50 

554 

643 

740 

841 

1065 

125 

876 

1016 

1168 

1829 

1685 

52 

565 

656 

754 

857 

1087 

130 

893 

1086 

1191 

1356 

1719 

54 

576 

668 

769 

878 

1108 

135 

910 

1056 

1218 

1382 

1752 

56 

586 

680 

782 

889 

1129 

140 

927 

1076 

1285 

1407 

1783 

58 

596 

692 

796 

905 

1149 

145 

944 

1095 

1257 

1432 

1815 

60 

607 

704 

810 

920 

1168 

150 

960 

1114 

1279 

1456 

1846 

Assumed  coefficient  of  discharge  per  cent. 
25 


.995       .996     .997       .998 


[-INCH  SMOOTH  NOZZLE. 


PRESSURES  REQUIRED  AT  HYDRANT  OR 

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THIS  BOOK  IS  DUE  ON  THE  LAST 
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AN  INITIAL  FINE  OF  25  CENTS 

WILL  BE  ASSESSED  FOR  FAILURE  TO  RETURN 
THIS  BOOK  ON  THE  DATE  DUE.  THE  PENALTY 
WILL  INCREASE  TO  SO  CENTS  ON  THE  FOURTH 
DAY  AND  TO  $1.OO  ON  THE  SEVENTH  DAY 
OVERDUE. 


YB  5 1 965 


22748t 
7/933*3 


